(Photo by Ted Koston)
THE PRESIDENT'S PAGE
By E. E. "Buck" Hilbert
President, Antique-Classic Division
AFEW YEARS .ago at a Flight Instructor Seminar the opening speaker quoted statistics that left little doubt that less than two per cent of general aviation activity was the "Cub in the cowpasture" type flying_ !startled the gentleman by raising my hand and stating very loudly that I was there to represent the two per .cent and see that they got a fair shake. That was 1969. Attending these Flight Instructor Seminars .e ach year since, I have detected a change in attitude to the point where the 2% is being encouraged and, I believe, increasing in number. Oshkosh gives visual evidence of this. I wonder how those percentage figures look now and what that same speaker has to say about the attendance at the numerous fly-ins around the country? Nearly all of them are at no-tower airports under "see and be seen" rules. I'm talking about Watsonville, California, Gastonia, North Carolina, Blakesburg, Iowa - places like that. A couple hundred airplanes and people just having a good time scratching their airplane disease itch. I believe EAA is largely responsible for the upward trend in the statistics. By cooperation rather than antagonization, by approaching this whole thing with an open mind and a willing attitude, EAA has gained the respect and cooperation of the FAA, and this has eased our lot and paved the way for ever increasing benefits for us little guys. Chalk up another plus for EAA.
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VOLUME 1 -
NUMBER 12
NOVEMBER 1973
TAB LE OF CONTENTS
Romancing An Older Girl . . . Butch Douma .......... . . .. . .. .. .... . .. . ......... . ....... . . .. A Really Restored Clipper ... J ack Cox .. ... ..... . . .. .......... ............ ..... .... .. ..... Wisconsin Antique-Classic Activity . ............ ... . .. . ...... . .. . ..... . ..... .......... . . . . ... National Stearman Fly-In . . . E d Schultheiss . ... " .... .. ...... . .. . . . ....... .. .. ... ......... SPAD VII Flying In California .. .... ............. . .. .. ...... .. . . . . .... .. .. . .. .. ..... . .. ... .. Around the Antique-Classic World ............................................. . ........ ..... O N THE COVE R . ..Ryan PT-22 N-53998 over eastern Colorado. Owner Butch Doum a in the rear cockpit and Rick Loefner in front. Photo by Ken Day
4 8 10 14 16 18
BACK COVER . . . Gar Williams' Ail'master in formation with Dr. Berne Yocke'sStaggerwi n g. Photo by Ted Koston
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Division is open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique Classic Division is $10.00 per year which entitlos one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters. Each melTlber will also receive a special Antique-Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem \>ership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAF F Publisher Paul H. Poberezny Assistant Ed itor Gene Chase
Ed itor Jack Cox Assistant Editor - Golda Cox
ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDEN T E. E. HILBERT 8102 LEECH RD . UNION , ILLINOIS 60180
VICE PRESIDENT J . R. NIELANDER , JR. P. O. BOX 2464 FT. LAUDERDALE . FLA .
SECRETARY RICHARD WAGNER BOX 181 LYONS , WIS . 53148
TREASURER NICK REZICH 42.13 CENTERVILLE RD . ROCKFORD, ILL. 61102
33303
DIVISION EXECUTIVE SECRETARY DOROTHY CHASE , EAA HEADQUARTERS
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc. , Box 229, Hales Corners, Wisconsin 53130 Copyright ID 1973 An1 ique Classic Aircraft . Inc. All Rights Reservp.d .
3
(Photo by Ken Day)
N53998 at EAA Chapter 72 's fly-in at Meadowlake Airport . This was just before the first flight of the old girl since restoration.
ROMANCING AN
OLDER GIRL By Butch Douma (EAA 46656, AIC 491)
7955 Juniper Road
Colorado Springs, Col. 80908
The verdict was guilty! I know I was guilty, but she was so abused. She was much too old for me. I was only 4 years old when she was born. She really didn't look very good - even for her age. But, in spite of it all, I was guilty offalling in love with the old girl. The sentence? Eight months at hard labor , a somewhat damaged financial situation, and once in awhile being pegged as a nut by some non-antique types. I first saw her many years ago when she was parked back in a dusty old hangar. Although she and I were both much younger, she wasn't much to look at even then. As much as I've always wanted one of her breed, little did I know then that someday I'd fall for this old gal. She was a good old Ryan ST-3KR (PT-22), SN 1053 and carried the U.S.AAC. SN of 41-1932. She was born in May, 1941 and accepted by the Air Corps the following month. The next time I heard of her was in a news article in one of our local newspapers in 1965. She had turned on her master. I quote: "The Major started the craft, and then, while the engine was idling slowly, pulled the chock from the rear wheel and began to climb into the plane. He stepped onto the low wing, but slipped and fell to the pavement. The plane started to move slowly and the Major attempted to grab hold of the tail to stop it."
4
"As he grabbed hold , the rear wheel and elevator ran over him but caused no 'serious' injury. The plane con足 tinued for another 40 feet and struck a Cessna 140, parked on the ramp." "The Major says that everything happened so fast that he does not know when he sustained the cut..." Some years later the next owner allowed her to run into her hangar and prang a wing tip. She evidently has always been a pretty feisty old girl. At any rate, brakes have never been her strong point. The next time I saw her she was tied down at Meadow足 lake Airport at Peyton "Place" (Colorado, that is). This was in the winter and she really looked cold, neglected and run down. The snow had drifted up past her belly. There was the "for sale" sign on her rudder lock which I had been. hoping for. I mentioned this fact to some friends around the airport that knew her owner. They informed me that many people had tried to buy her but the owner evi足 dently didn't want to sell her too badly, judging by his price tag. By this time I had quite an affair going with the old girl, so to show my affection for her I thought I would join the ranks of those who had tried and failed . Mter calling the owner I was left with the impression that he really wasn't too interested in selling her. However, after many calls, probably to the point of being a nuisance, we were actually talking price - his price, unfortunately.
Around the middle of December, 1972, the owner finally told me if I could be at his house the next evening at 6:00 P.M. with the cash, she was all mine. I had intended to look her over more closely and even run a compression check on her engine. But now, after all of my trying, the tables were turned. It was my move, now. So, I did it. I bought her. Needless to say, I had second thoughts the next day when I walked out of our bank with a good portion of the family savings. I had discussed this a little with my family, but not a great deal. And so, after my rendezvous with the owner under the cover of darkness, I stopped for a stiff drink before going home to tell my wife and kids what I had done. I started by informing them that I had gotten myself my own Christmas, birthday, Father's Day, Easter, New Years and Flag Day present for the next few years. I'm sure they knew that I had purchased my Ryan. I shou ld have known and really did - that I wouldn't have to explain. By now my family understands my feelings about flying and air planes. Never once throughout the whole restoration pro ject did I realize anything but the fullest cooperation and greatest encouragement from them. The old girl and lowe them a lot and they share my pride in her. Actually, with a serial number of 1053, she was a PT-21. However, with the Kinner R-56 engine, the later dated wings, the counter-balanced ailerons and the hard to come by landing gear skirts, she was restored as a PT-22. Only her cool aluminum body is PT-21. On New Years Day, 1973, the restoration project began. We ran a compression check on her and, after much "breath holding", it turned out great. The log shows only 180 hours SMOH on the 160 HP engine and a very low TT. With this encouragement we started stripping fabric. At this point the first of many lessons were learned: first, fabric can cut worse than glass and number 2, there are a million miniature screws which hold the fabric onto a PT-22 which must be removed one by one. The only thing worse than the latter is putting them all back in, one by one. The flying surfaces were in pretty good shape structur ally. Only a leading edge wing rib forward of the spar had to be fabricated and installed, and some minor dents in the leading edge metal filled and sanded. After careful inspec tion the metal parts were sanded and zinc chromated and the spars sanded and re-varnished. The surfaces were then put in the hands of American Aviation for re-covering. I had no experience in fabric work prior to this, and didn't think this was the time to get it. These were eventually done in Ceconite and received 26 coats of hand rubbed dope. Now the attention was turned to the fuselage and other components. All items, large and small, with the exception of the instrument panels and engine, were removed and stored. Looking at that heap was just a little scary. Could I find where everything belonged when it was time to re-assem ble? Evidently the PT-22 is a relatively easy aircraft to re-build because I found where everything went. Mr. Ryan created a very simple aircraft, but efficient for its purpose. The interior of the fuselage shell was then sanded and zinc chromated in green. I found that doing this to the tail cone area can give a man that is 6'5" tall a case of claus trophobia and cramps. The firewall, fuel tank and floor panels along with the rudder pedals and other miscella neous items were polished. The instrument panels were re-finished in black crinkle paint and all instrument screws were replaced. All fuselage interior components were then either sand ed or stripped as required and refinished to original
Interior of the rear cockpit taken with a fish-eye lens. This was just prior to completion - note the slack cables at the side of the cockpit. They were not yet attached to the rudders. (Photo by Ken Day)
finish. These were then stored again. At this point we hung her from the ceiling by her engine and removed her landing gear, tail wheel and center sec tion braces. These parts, along with all flying and landing wires, were sent out to be sand blasted and dunked in a chemical cleaner. A body shop owner friend of mine then gave them a baked-on finish of silver acrylic enamel. The fuselage was then re-assembled using all new bolts, nuts, fittings, control cables, etc. The brakes were re-built and wheels re-finished. New brake cylinders were used throughou t. A note of caution to a would be PT-22 restorer. Don't forget to install a temporary spreader bar between the landing gears before the wings are detached. Without this, your pride and joy will fall on her belly; and that can be hard on Kinner engines. While all ofthis was being done in a hangar at Meadow lake Airport, the prop, throttle quadrants and wind screens were being rebuilt and refinished at home. New plexiglas was used in the wind screens. The throttle quadrants were so full of oil and dirt they could hardly be moved. After cleaning and stripping, the indented letters were thor oughly cleaned out. By giving them a few light coats of spray black the recessed letters were not filled. A thick white paint was then dabbed on the letters and carefully wiped. The results were excellent. However, the kitchen sometimes looked and smelled like a machine shop. Luckily, the outside of the fuselage was in good shape with the exception of the outside of the luggage compart ment opposite the door. Evidently someone had either thrown items into the compartment or had done aerobatics {vith loose articles in it. However, since the fuselage has been polished these minor dents are hardly noticeable. The flat black "no glare" area was painted and new black leather cockpit coamings with sponge liners installed. The fuselage was then polished to a high lustre with "Met All ."
The canvas luggage compartment and landing gear strut covers were rebuil t, patterned after the originals. After much research into proper colors and color schemes, we put her into authentic 1941 colors and mark ings. She has chrome yellow wings, center section and tail surfaces with the exception of the rudder. This has a bar of insignia blue (which is almost black) and stripes of white and insignia red, all of the proper width and spacing. The PT-22 was the only primary trainer of that period which had a polished aluminum fuselage. All others were blue. The stars on the wings are of the 1940 era with the red meat ball, insignia blue field and white star. Location of the star on the wing is important on this aircraft. Informa tion on authentic colors, sizes, markings, etc. for the PT-22 are available from many sources but if anyone is interested I would be glad to give any help I could. The original Air Corps field numbers were found inside of the cowlings so she bears number 132 again. There were two sizes of numbers popular at that time. The smaller of the two were used. After final assembly and rigging came the moment of truth on the engine. Another note of caution. After setting for a long period of time, watch for hydraulic locks. Pull the plugs on the lower cylinders and drain the oil. After doing this and turning the prop through many times with the fuel selector at "on" and the mixture at "full rich", the old Kinner popped off on the first hot prop with a huge cloud of blue smoke. With this sight and sound people seemed to come out of the woodwork. She ran fine after leaning out the mixture . Being 6'-5" is a real aid when propping this airplane. After shut down I was introduced to the hours of cleaning and wiping every time she is started. These are the only times when there is not an abundance of volun tary help. The only problem evident was a leaky rocker box cover gasket which proceeded to spray oil all over the wind screens. This problem has been solved which makes clean ing much easier. Her fuel capacity is 24 gallons of which 3 gallons are reserve. The reserve tank is a sump pot. built into the main tank. The fuel quantity indicator is a refined J-3 Cub type. Refined in that it has a glass tube with gallon markers over the wire float post. The oil capacity is 3 gallons. The pilot's manual states that the oil tank is full when oil runs out of the filler neck which sounds reasonable. I had not flown a "tail dragger" since 1958, so, rather than be the hero and prang my girl, the decision was made to let a good friend fly her first. "Rick" Loeffler (Lt. Col. USAF, Ret.) has many thous ands of flying hours both military and civilian and has flown virtually all types of aircraft. He flies his own paz many PL-1 which he built and has flown Mr. Pazmany's PL-4. If Mr. Pazmany would trust him with his "one and only", I could trust him with my " one and only." He now is a corporate pilot flying in Aero Commander so I had no doubts about my pet being in the best of hands. The plan was to run a series of high speed taxi runs. So, on the bright, cool, clear, calm morning of July 28, 1973, (my son Murray's birthday) the taxiing was to start. After an engine check and a very short run, Rick re turned to the run-up pad where everyone was gathered, cameras in hand . With fing~rs crossed I ran up to the idling plane to find out what the problem was. His first comment was "Are you sure this thing isn't missing?" I informed him that this was the way a 5 cylinder engine sounded, and that's why they call her the "Maytag Messer schmitt." His only other comment was that when he picked up speed on the runway the visibility was such that it was
6
a "go-no go" situation. Everything looked good, so the de cision was "go." This situation is understandable consid ering we have a very narrow and short runway - elevation 6840 feet. I really don't know who was more nervous, Rick or I, but Rick seemed pretty cool. Off he went, beautiful as a picture taken at Ryan Field in 1941. He flew it like he had been doing it every day. I heaved a great sigh of relief when he made a low pass giving us the "thumbs-up" sign. His landing was every bit as beau tiful as his flight and they've all been that way since. He is some kind of pilot and she is some kind of airplane. With the density altitudes we can realize here she is no ball offire but a real thrill to fly. As always in a project like this there are so many people who have given so much help, both physical and moral, that it would be impossible to mention them all here. I've tried to thank them all personally and there is a long wai ting line of promised rides. I've served my sentence and I'd do it all over again. I'm still on probation though. Like most women you have to know them well to handle them. I haven't completely mastered her yet but with a lot of help from Rick and my "gal" I will master her as well as a PT-22 waif can be mastered.
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Interested in Ryans? Join the National Ryan Club and receive the monthly National Ryan Club Newsletter. For further information, contact Bill J. Hodges, 3351 So. 99th Court, Milwaukee, Wis. 53227.
(Photo by Ken Day)
Above - Butch Douma playing cadet. The beard has since gone. Butch says he found that a beard is not com足
patible with a flying helmet's chin strap for any length of time .
Left - An absolutely unmistak足 able angle of the Ryan PT-22 .
(Photo by Ken Day)
A REALLY RESTORED CLIPPER By Jack Cox
Bill Schmidt 's beautiful Piper PA-16 Cli pper, N5843H, Serial Numbe r 16-461, at Oshkosh '73. FAA currently carries 367 active Clippers on its Register. The earliest is Serial Number 16-5 (N5203H) owned by Andrew Herbert of Bonifay, Flo rida, and the latest is Serial Number 16-728 (N6884K) owned by Patrick R. Hurley of Beaverton, Oregon. (Photo by Lee Fray)
T
HE WINNER OF Best Piper award (other than J;-3s) at Oshkosh last summer was a beautiful yellow PA-16 Clipper that, according to some inside dope from the judges, was in the running down to the last for Grand Champion Classic. The slick little four-placer, N-5843H, is owned by Bill Schmidt (EAA 70275) of 4647 Krueger, Wichita, Kansas 67220. Bill has been restoring old Pipers for some time, his first being a J-2, for which he obtained approval for instal lation of a fuel injected Continental A-80, and a J-3. In 1969 he bought N-5843H from a farmer in Fall River, Kansas and shortly thereafter began a very complete and beautiful restoration/modification. Mter stripping away all the old fabric, the first task was to scrape off an incredible number of mud dobber nests. Bill says he still cannot believe the volume and weight of those nests an object lesson for all of us who have a plane that has not been recovered in some time. The Clipper in its original form had some faults that Piper later rectified in the follow-on Pacer series. The worst of these was the fuel tank arrangement. A factory delivered Clipper had the under-the-paneI12 gallon main tank left over from its predecessor, the Vagabond, and one 18 gallon tank in the left wing. This meant, of course,
S
that you flew left-wing-heavy until the wing tank was run down to a near empty condition. The fuselage tank took up so much space behind the instrument panel that no room was available for large gyro instruments or through the-panel radios. An associated deficiency, in Bill's mind, was the very light wing structure-virtually the same as the slower Vag abond. He planned to take out the fuselage tank and in stall a second 18 gallon tank in the right wing, so this would require some beefing up of the wing. From his pre vious experience with the Cubs, Bill knew the aluminum leading edge material was too light - it tended to pull in between ribs as the dope aged, resulting in a bad ap pearance and probably reduced performance. So the entire wing problem was solved by building up a thicker leading edge, formed in such a way that, in effect, aD-section was the result, and approval for a PA-22 wing tank sys~ tern was obtained. The fuselage was stripped and sand-blasted and all the original sheet metal thrown away except for the base of the windshield. Everything was replaced with high alloy metal. A new instrument panel was fabricated and in stalled with a modern layout for the instruments and space for a Mark V radio.
The original headliner was retained, but the seats were re-upholstered with mother-of-pearl vinyl and set off with panels of iridescent brown. The effect is one of sim plicity - as in the original interiors - but also of richness due to beautiful materials used . The entire airframe was covered with Grade A and has an outstanding, super smooth yellow finish. Bill has developed a technique that involves the use of Cashmere Bouquet talcum powder mixed in the silver dope. The tal cum serves as a filler and a sanding agent - it works much as auto primer does. I can't say that the Cashmere Bou q~et made the Clipper smell any better, but it sure is shck! The Lycoming 0-235 was given a chrome major in which everything but the case was replaced or overhauled. A new nosebowl and the little button spinner were pur chased from Piper- they, along with the dentless leading edges, give the Clipper its factory-fresh look.
The Clipper was produced for just one year, 1949. In late summer, Piper sent out a questionnaire to Clipper owners asking for suggestions to improve the plane and took the best replies to heart in producing the PA-20 Pacer - more power, flaps, wheel controls instead of the Clip per's stick, and replacement of the fuselage tank with one in the right wing. Bill Schmidt did not want to go that far . He wanted the wing tanks and the panel space that results from removal of the fuselage tank, but he did not want to give up the ba sic simplicity and economy of the 108/115 hp Clipper. His modifications to N-5843H represent his have-his-cake and-eat-it-too compromise. If the energy crisis is what the politicians say it is, an airplane like the Clipper is going to look better and better as time goes by. The ability to carry four people at 115 mph or so at six gallons per hour ... and have a chance to bring home a trophy as a Classic . . . is a com bination awfully hard to beat.
Bill Schmidt (EAA 70275) of Wichita . . . and Chapter 88 (Photo by Lee Fray)
Wisconsin Antique/Classic Activity Wisconsin has a lot of antique-classic activity during the summer months. The statewide organization devoted to this type of fun flying meets at some airport each month for a Sunday outing. These pictures were taken at two such meetings - one at Al Kelch's private airport j ust north of Milwaukee and the other at Wagon Wheel Air足 port near Janesville, Wisconsin. The latter was a joint fly-in with fellow Illinois antiquers. The photos taken at Al Kelch's field are by Gene Chase of the EAA Headquarters staff and those taken at Wagon Wheel are by Ted Koston . These small, friendly gatherings are very likely the most fun of all aviation events. We will be happy to re足 port on such fly-ins in your area, also - just send along some sharp black and white photos and a story, if you are so inclined .
Above -
Bob Ad amec 's Luscombe BE.
Rig ht -
Below -
Dr . Berne Vocke's Stagg erwin g.
(Ted Koston Photo)
Left 足
The Wagon Wheel fly-in .
(Gene Chase Photo)
Lowe r left what a day !
Model T's, fueling through a chamo is ... (Gene Chase Photo)
Below 足
Tom Renc h's Stinson V-77.
Nick Seli
~oston Photo )
rl son 108-3.
(Gene Chase Photo)
Above -Ed Wegner fueling his Spartan C-3 from AI Kelch 's Crosley fuel truck .
(Ted Kos ton Photo)
Left - Left to right Paul Zernechel.
Buck Hilbert, Bill Hodges and
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(Photo by Gene Chase)
Above . Left to right - Martha Hodges, Golda Cox , Jack Cox and Ji m Mont足 gomery. (Photo by Gene Chase)
Left . Gene Chase 's E-2 Cub. (Photo by Gene Chase)
Below. Left to right - Bobbie Wagner, Dick Wagner, unknown and Norm Schuff with Dick 's Waco UPF-7.
(Photo by Dale Humphrey. Galesburg Register-Mail)
Stearmans over Galesb urg Municipal. Jim Leahy. left, and Larry Palmer-Ball, right.
NATIONAL STEARMAN FLY-IN By Ed Schultheiss (EAA 60553)
President, EAA Chapter 350
109 W. Jackson St.
Abingdon, Illinois 61410
The "2nd Annual National Stearman Fly-In Conven tion" has passed into history. Thanks to a slow moving weather system that plagued Galesburg, Illinois and the surrounding area with low hanging clouds and more than ample rain, fewer Stearmans made it to the convention than were at the first one last year. Numerous would have-showns were stranded as close as 70 miles from their planned destination. The ever-hopeful co-chairmen of the affair, Jim Leahy of Galesburg and Tom Lowe of Crystal Lake, Illinois and their fellow Stearman lovers have made initial plans for next years "3rd Annual National Stearman Fly-In Convention" to take place at the same location and about the same time of year. So what if they went into the red? Just think how much better it will be next year! Galesburg has finally realized what a real attraction they have inherited thanks to Jim and Tom and their persever ance in spi te of a lack of initial interest on the part of the community. Only 20 Stearmans registered this year compared to 30 last year, but what a series of shows they put on in the course of three days! Within the framework of common sense flying, they gave the local folk sore necks gawking at the sky as they flew over the area singly and in forma tion. Six homebuilt aircraft also graced the skies of Gales burg as an added attraction for the 5000 people estimated to have attended the three day exhibition, banquet and breakfast. In addition, numerous "conventional" planes were able to get through the overcast to Galesburg Munici pal Airport. The first six Stearrnans arrived at Galesburg on Thurs day, September 27, and they flew around the area to ·let people who don't listen to radios, watch T.V. or read newspapers know that the Stearmans were back this year.
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Friday was the first day for registration and just plain fun flying and renewals oflast years acquaintances. Saturday was "Fun and Games" as Jim Leahy puts it with spot landing and flour bombing contests followed with an evening banquet in the hangar attended by 200 people. The featured speaker was Brigadier General Buckingham from Wright-Patterson Air Force Base, Dayton, Ohio. Members of the Galesburg City Council also gave brief addresses to the gathering. Sunday morning was to have started with a "dawn patrol" flight, but the weather again refused to cooperate until about 10:00 a.m. when Old Sol poked his nose through and everyone warmed to the occasion. A break fast of pancakes, sausage, and drinks was served by the Galesburg Pilots Association until about 11:00 am. At the same time, the Galesburg Jaycees were manning a hot dog stand and the CAP Cadets were making and selling but tons. Even Chapter 350 of the Experimental Aircraft Association from nearby Monmouth, Illinois, had a bake sale to satisfy appetities for sweets. Everyone except the guys who bankrolled the event seemed to have done o.k. Even so, they plan to repeat next year - "Orily More So." Besides the 20 Stearmans flying around the sky, Sat urday saw the arrival of four homebuilt planes. Chapter 350s "Spirit of Monmouth", a Pietenpol "Aircamper", flew over from Monmouth to occupy a new hangar at Galesburg for the balance of its proof-flying. It now has 27 hours logged on its tachometer. "Plane Jayne" Schiek of Macomb flew her Durl-E-Aire BD-1 up from Macomb followed by her husband Ben in his Cougar. Bud Hodges of Moline, Illinois also flew in in his Fly Baby. On Sunday, the original Woody Pusher flew in with its new owner
pilot, Dave Wheatley of Joy, Illinois. Billy Kipp of Fort Madison, Iowa also came to fly his Pitts Special for the folks in the air show. The climax of the "2nd Annual National Stearman Fly In Convention" was an all-star air show featuring the "Flying Pierces" of A von Park, Florida. The genial MC for the air show was Roger Davenport, President of Men omonee Falls, Wisconsin EAA Chapter 250. The air show commenced with J.T. Hill of North Henderson, Illinois making his first of four jumps of the day from Sandi Pierce's highly modified Taylorcraft. He had an American flag streaming from the parachute pack and as he descended to earth, he was circled by Jim Leahy and Walt Pierce in their Stearmans. At a later spot in the show, he cut loose from his main chute, and then followed up by a delayed opening of his reserve chute. After the chutist landed , Jim Leahy took over the attention of some 5000 spectators as he performed aero batics in his Stearman. Next up was the Flying Dentist, Art Lindquist ofKansas City, in another shining Stearman for a further aerobatic display. Walt Pierce came through again with more of the same followed by Billy Kipp from Fort Madison, Iowa in his Pitts Special that really got the attention of the crowd as Pitts' always do. Sandi and her Taylorcraft came on strong to show what the womenfolk can do upstairs besides her specialty, "wing-walking. " About midway of the performance, Dick Willets from Albia, Iowa , who had been playing around in his "hick farmer drunk" get-up complete with oversize "Little Brown Jug", got down to business and 'accidentally' got airborne in a J-3 Cub. It always surprises the layman when an expert like Dick shows what can be done in the Cub with the proper amount of know-how and just plain "guts." The usual tail-wagging low passes and extreme rate of climb and horizontal side slipping were demon strated with great skill. After these shenanigans, Walt and
Sandi Pierce took over again in their two planes doing "formation" flying which more often than not turned out to be follow the leader with Sandi leading all the way . Bob Cassens took the parachutists aloft again in a Cessna sans door for more precision sky-diving. The climax of the show saw Sandi atop the wing of Walt's Stearman in her spec tacular wing walking act. On Monday, October 1, five of the 20 Stearmans were still tied down at Galesburg Municipal Airport, not really reluctant to leave, just still socked in by a bad weather system. In spite of the poor weather that held down atten dance in all categories, and a sizeable loss on the part of the sponsors, their attitude remains, "Wait until next year!" With the determination shown by them and the Stear man owners and enthusiasts all over the country, they're sure to come through! After all, when you have people coming all the way from Galena, Alaska by way of a Cessna on floats and rental car just to see and admire a grand old airplane like the Stearman - as bush pilot Lou Mass did, you've really been tugging at the heartstrings of this great American country of ours. Just think what a show this could have been if only the weather had been better. Let's all get together now and cultivate the spirit shown by Jim and Tom and plan for next year's "3rd Annual National Stearman Fly-In Convention" to be again held at Galesburg Municipal Airport in the heart of western Illinois.
( Photo by Dale Humphrey, Galesburg Register-Mail)
Left. " Two degrees left, Skipper. " ' There! Right down the old washtub! "
(Photo by Dale Humphrey, Galesburg Register-Mai l)
Above. The long and short of Stearman experience. Larry Palmer-Ball, standing, has over 2,000 hours in a Stearman and Brian Leahy, 17, was getting ready to roar out and add to his 20 hours of time in one of the big two holers.
15
SPAD VII FLYING IN
CALIFORNIA
(Photo Courtesy of Rick Helicopters)
Jim Ricklefs and his newly restored SPAD VII. The machine won the top award at Merced was even finished.
In early October many of you may have seen a UPI news story and photo in your local papers on a newly restored SPAD VII in Livermore, California. This aircraft is owned by Jim Ricklefs, retired head of Rick Helicopters, Inc ., the largest known commercial helicopter charter firm in the world. His Sopwith Pup was pictured on page 11 of the June 1973 issue of The Vintage Airplane. The following is a short history ofthe Ricklefs SPAD: This SPAD VII was manufactured by MANN EGERTON & CO. LTD. , Aircraft Works, Norwich, England in 1916 and was one of 120 manufactured by that firm. 100 were built by the British Bleriot & Spad Co., and 5,600 were built by eig ht French manufacturers for a total production of 5,820. The factory serial number or works number on this air足 plane was No. 103. This number was on the fuel tank. British military serial number B9913 was assigned and shows on the tail. The airplane probably made its way to the United States as part of the Army Air Force post World War I fleet. It later was used in the movies as a lobby display and was possibly cracked up at one time by Dick Grace in the movie "Wings." In all events it ended up in the inventory of ENRIGO BALBONI, the "Flying Junkman" of Glendale, California.* Col. G.B. Jarrett purchased the aircraft from Balboni in 1932 and had it shipped to Atlantic City, N.J. To complete the airplane he a lso combined it with parts he purchased from a man!named Crawford. r In 1950 Frank Tallman bought the following aircraft from Jarrett for $400.00: Sopwith Camel, Nieuport 28, SPAD VII and a Pfaltz D12. Frank Tallman gave the SPAD VII to Robert E. Rust in return for Rust re-building the Pfaltz D12 for Tallman'~ collection. 16
before it
On November 9, 1965, J.B. Petty bought the SPAD VII from Rust and then had it shipped to Gastonia, N.C. It was without engine or instruments and was in bad shape. Rust was to supply an engine or reduce the price by the cost of an engine. Petty, using the original SPAD mainly as a pattern, built upa new SPAD VII. The aircraft was actually finished off by the U.S. Air Force and flown in their display in 1959 at Wright-Patterson AFB along with several of Paul Mantz and Frank Tallman's machines. The Petty SPAD was first flown by Lt. Col. Kimbrough S. Brown, USAF who was the Museum Director at the time. It was later flown by James Ricklefs' Stanford friend and classmate, Lt. Col. Walter A. Rosenfield, USAF. Eddie Rickenbacker wa s an honored guest at this affair. Petty sold his flyable SPAD VII to the Canadian Air Museum about 1960. The museum changed all the mark足 ings on it to conform to Canadian aircraft. It is now on display at Ottawa, Canada. James S. Ricklefs of Rick Helicopters, Inc., San Car足 los, California bought the remains of SPAD VII B9913 from J.B. Petty on May 24, 1969. Rick Helicopters, Inc. has now restored it to flying condition using as many of the original parts as possible. *J. Ricklefs knew the very interesting Balboni and visited his establishment on Riverside Drive in Glendale many times in the 1938-41 time period. Balboni generally was in his undershirt with his wrist watch on his upper arm. He was of Italian extraction and an extreme extro足 vert. He had a visitor's register called his "Gold Book" in which all visiting airmen (includingJSR) were invited to sign their names. Gold stars were placed beside the names of the men who had "gone west." Balboni also had some acreage adjacent to the highway between Los Angeles and
Palm Springs where he kept the fuselages and parts of old airplanes (not under cover) that were too big for his Glen足 dale storage ya rd . Balboni was killed in a car accident in the 1940s driving between his two storage facilities as I recall. Wonder what became of his "Gold Book?" It cer足 tainly should have a place in the aviation "hall offame." Jim Ricklefs also owns a Curtiss Jenny that is yet to be restored and several very early helicopters, including two 1943 Sikorsky R-6As and a 1944 Sikorsky R-4B. Our thanks to EAA Director Bob Puryear of Portola Valley, California for sending a long the above materia l.
(Photo Courtesy of Rick Helicopters)
Below. Jim Ricklefs and the fuselage of his SPAD before covering .
(Photo Courtesy of Rick Helicopters)
Above . It is interesting to see the extensive use of wood in the mounting of the Hisso. Also note the fine workman足 ship.
(Photo Courtesy of Rick Helicopters) (Ph oto Courtesy of Rick Helicopters)
Below. Fuselage structure of the Ricklefs SPAD . Look at those thin wing ribs!
Above . A plywood " Keel " is built into the SPAD 's fuselage and mounts the pilot's seat , the rudder bar and the engine .
AROUND THE ANTIQUE/CLASSIC WORLD
- -- Th;-B-;:~~'ii'ian Curtiss Fledglin-g on display at Galeao Air Force Base in Brazil. (Photo by Capt. Carlos Dufri che)
CU RTISS FLEDGLING ADDENDA
(Editor's Note: In the October issue ol Sport Aviation, a picture ol Hank Palmer's Curtiss Fledgling appeared wit,h (L caption stating that it was the only (Lctwe Fledghng lett. We , o( course, knew ol the Fledg ling restored several years ago by Jos eph Erale ol Brentwood, New York . This plane became the AAA's Grand Champion in 1966. Shortly af" terward, it was purchased by the Brazilian government to be placed in a museum there. We assumed that like the air crat~ in our own National Air and Space Museum tn Washington , the Fledgling would neuer lly again. The lol lowing letter by Warren D. Shipp sets us straight . .. and (or once it is good to be wrong!) Dear Mr. Cox: Just a short note to correct the caption on Hank Pal mer's Fledgling on Page 43 of the October 1973 issue. His airplane may be the only one active in the U.S., but not in the world. I'm enclosing a couple of pictures I received recently from Brazil showing Joe Erale's Fledging still very active. This note is not in~he way of nit-picking, but 1 thought the story behind Erale's Fledgling would be interesting. I received the pictures from Captain Carlos Dufriche of Rio de Janiero, a Captain in Brazil's merchant marine and an ardent aviation historian. Captain Dufriche and I have had a considerable correspondence on the Fledgling due to my interest in the ship. I spent over three days measuring the plane in order to obtain fairly accurate mea surements as no good drawings of the Fledgling ever were available. Then Erale sold the ship to Brazil, and no one, not even Erale knew where it was. When Captain Du friche's name appeared in a list of new members of the American Aviation Historical Society, I took the chance that he might know where the ship was. I was most sur prised when he sent me pictures of the Fledgling, and told me that it was flown at least three times each year. It IS
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brought out and displayed and flown during Brazil's equivalent of our Armed Forces Day. These photos show the plane on display and in flight on 12 June 1973. Captain Dufriche says that Brazil used about 14 Fledg lings in their air mail service, and the odd coincidence is that the first one bore the markings K263, while Erale's plane was originally registered as NC 263H and was re stored as N-263H. The original registration was in 1927. Warren D. Shipp (EAA 556),1247 E. 66 Street, Brook lyn, New York 11234 is well known in aviation history circles as a photographer and writer/historian. Our thanks to him for sharing the pictures and information on the ex Erale Fledgling, and to Capt. Dufriche who provided it all in the beginning.
The Fledgling in flight on June 12, 1973. (Photo by Capt. Carlos Dufriche)
. ,
(Photo courtesy Ron Da rcey and Ben Swanson )
MYSTERY PLANE OF THE MONTH
Here's one we have been trying to sneak in some where for over a year. Last fall we received the picture from EAAers Ron Darcey and Ben Swanson (we' ll with hold t heir addresses for the time being so as no t to give you any clues) along with a very humorous little pi ece that spoofed some of the activity going on in our homebuilt area. The photograph, however, is one that instantly spawns controversy, mystery a nd intrique (. . . that's heady stuff for an aviation mag, eh?) among those who can identify it. So, how about it ... who can identify the machine (?), who knows a nything about the circumstances surrounding this pa rticular picture (where? when? who are the two guys? etc.), and a nything e lse you care to add. The designer and builder of the craft will undoubted ly come in for a major share of attention. Let's hear from you super-sleuths. LlTILE ROUND ENGINE FLYERS ",
That's the name of a new newsletter aimed at opera tors of such little round engines as Sa lmsons, Szekely, Aeromarine, Lenape, Velie, Lambert, 90-110-1 25 Warners, 100-125 Kinn ers, LeBlonds and the Ken Royce - plu s a ny oth er small ra dial aircraft engine not exceeding 125 hp. The newsletter is intended to serve as a clea ring hou se for information on where to find parts, a mea ns of
disposi ng of parts, service and operation tips - including such valuable tidbits as what modern bearings will fit and replace those on your 1931 hunk of iron. K en Williams, 331 E. Franklin St., Portage, Wisconsin 5390 1 is editing the Little Round Eng ine Flyers a nd will be happy to provide you with additional information. As many of you know, Ken is owner of that beautifu l black and ye ll ow Rearwin Sportster that is at Oshkosh every year. " WANTED " DEPARTMENT Goodyear wheel and brake parts (size: 25 x 11 x 4) for a Stinson SR-5. Con tact: Bob Near, 2702 Butterfoot Lane, H astings,Nebraska 68901. WANTED: Beech Staggerwing or Stinson Gullwing. Any condition, preferably run out for rebuilding and restora tion. Contact Grover Rahisner , Jr. , Van Buren Street Ext ., Eva ns City, P a. 16033. FOR SALE : $11,300 - Waco YKS-7 . 220 Continental with 240 hours SMOH. Curtiss-Reed prop. Covered in Iri sh linen in 1963. Red with white trim. Original owner was United Airlines. Owner being transferred back to Alaska . Call Mr. George Lou ry, 214-691-7975.
BACK ISSUES OF THE VINTAGE AIRPLANE Limited numb ers of back issues of THE VINTAGE AIRPLANE a re ava il a ble a t .5 0c (up a dim e due to postal increases) each. Copies still on ha nd at EAA Headqua rters are: December 1972 - SOLD OUT January 1973 Februa ry 1973 - SOLD OUT March 1973 April 1973
May 1973 - SOLD OUT June 1973 Ju ly 1973 August 1973 September 1973 October 1973
CALENDAR OF EVENTS
JUNE 13-16 - TULLAHOMA, TENNESSEE - Nation al Stagg erwin g Club Fly-In. Contact W. C. " Dub" Yarbrough , Lannom Mfg. Co., Box 500, Tullahoma, Tennessee 37388.
JULY 28 - AUGUST 3 - OSHKOSH, WISCONSIN - 22nd Annua l EAA International Fly-In Convention. Largest and best An tique and Clas sic gathering anywhere . Make you r plans and reservations early.
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